System and method for managing driver sensory communication devices in a transportation vehicle

ABSTRACT

A situation communication mirror is adapted for mounting to a transportation vehicle, such as a heavy duty tractor-trailer combination. The situation communication mirror comprises a rearward facing reflective member having at least three integrally-formed and arcuately distinct reflective surface areas. The first reflective surface area has a relatively slight curvature defining a relatively focused driver field of view. The second and third reflective surface areas each have an increased curvature as compared to the first surface area, and respectively define wider driver fields of view.

TECHNICAL FIELD AND BACKGROUND OF THE INVENTION

This disclosure relates broadly and generally to a system and method forenhancing driver situational awareness in a transportation vehicle.Other embodiments and implementations of the present disclosure may beapplicable in completing visual systems and parts inspections, cargoinspections, trailer inspections, vehicle operation monitoring, securitysurveillance, driver performance monitoring, safety checks, andothers—all done by the driver from within the cab or by an administratorfrom a remote location. The present example of the invention, discussedfurther herein, involves technology and methodology for enhancing driversituational awareness by increasing viewing areas within and surroundingthe vehicle. The ability to “see” within and around the vehicle is offundamental importance for any driver. This is particularly evident whenlane changing/merging, turning and cornering, backing-up, startingforward movement, passing beneath overhead structures, and other suchmaneuvers.

Vision or “blind spot” problems in the heavy-duty trucking industry hasresulted in action taken by the Technology and Maintenance Council (TMC)of the American Trucking Association (ATA). The TMC recently issued aposition paper demanding that the industry improve the ability ofdrivers to see, and specified a minimum set of vision targets deemedessential. The Society of Automotive Engineers (SAE) Truck and BusCouncil also established a Vision Task Force in the Human FactorsCommittee. While This Task Force upgraded SAE Standard J1750 withadditional methodology to measure vision, it did not include theacceptance criteria requested by TMC. A Vision Task Force was thereforeestablished in TMC to define the minimum viewable targets required tomeasure improved vision in heavy trucks. TMC issued Recommended Practice(RP-428) entitled “Guidelines for Vision Devices” after conducting asurvey among drivers to determine the priority ranking of vision targetsduring specific driving maneuvers. The vision targets specified inRP-428 are illustrated in FIG. 1—at respective solid circular markers“M”.

In various exemplary embodiments discussed herein, the presentdisclosure provides situation assessment tools applicable for allowingdrivers to “see” (or sense) a broader area around and adjacent thevehicle—including the targets specified in RP-428. As described furtherherein, the disclosure utilizes various computer and communicationstechnologies, electronics, sensors, controllers, and data buses toenhance driver situational awareness and situational understanding.

Vehicle Data Bus

In the heavy duty trucking industry, the Society of Automotive Engineers(SAE) has developed standards for the physical layer and data elementsto be used for an onboard network. The SAE sought to establish thisstandard across all brands of heavy duty trucks—the original standardbeing recognized by two designators: J1708—the physical layer (i.e.,twisted-pair wiring), and J1587—the message layer or data format. Thisstandard was put into production, and included a specific diagnosticconnector (commonly referred to as the 6-pin “Deutsch” connector) to beused on all heavy duty vehicles. This connector provided access to thevehicle bus along with battery power and ground connections with anoption for a connection to a proprietary network that may be availableon the vehicle.

One more recent standard (SAE J1939) customized the requirements for thephysical connections and data elements to meet the requirements of theheavy duty vehicle environment. With J1939, data rates were now up to250 Kbits/second and more control modules were supported in the network.J1939 also has its own unique connector—still called a Deutsch plug, butchanged to 9-pins. The connector still has power, ground and J1708connections in addition to the new J1939 wires. It also added the optionfor a second CAN connection for proprietary data networks. As newrequirements are added for additional vehicle safety features such asbody control modules, stability control and other third-partysafety-system components, J1939 has continued to evolve and has beenupgraded to a 500 Kbits/second network based on a new standard,J1939-14. Other exemplary interface standards include SAE J1850, SAEJ1455, SAE J2497[PLC], RS232, OBD 2, CAN1 and CAN2.

SUMMARY OF EXEMPLARY EMBODIMENTS

Various exemplary embodiments of the present invention are describedbelow. Use of the term “exemplary” means illustrative or by way ofexample only, and any reference herein to “the invention” is notintended to restrict or limit the invention to exact features or stepsof any one or more of the exemplary embodiments disclosed in the presentspecification. References to “exemplary embodiment,” “one embodiment,”“an embodiment,” “various embodiments,” and the like, may indicate thatthe embodiment(s) of the invention so described may include a particularfeature, structure, or characteristic, but not every embodimentnecessarily includes the particular feature, structure, orcharacteristic. Further, repeated use of the phrase “in one embodiment,”or “in an exemplary embodiment,” do not necessarily refer to the sameembodiment, although they may.

It is also noted that terms like “preferably”, “commonly”, and“typically” are not utilized herein to limit the scope of the claimedinvention or to imply that certain features are critical, essential, oreven important to the structure or function of the claimed invention.Rather, these terms are merely intended to highlight alternative oradditional features that may or may not be utilized in a particularembodiment of the present invention.

In one exemplary embodiment, the present disclosure comprises asituation communication mirror (SCM) adapted for mounting to atransportation vehicle, such as a heavy duty tractor-trailercombination. The situation communication mirror comprises a rearwardfacing reflective member having at least three integrally-formed andarcuately distinct reflective surface areas. The first reflectivesurface area has a relatively slight curvature defining a relativelyfocused (but broad) driver field of view. The term “relatively focused”refers to a view having less visual distortion, as provided by a largerradius (i.e., less curved) reflective surface area. The second and thirdreflective surface areas each have an increased curvature as compared tothe first surface area, and respectively define wide-angle fields ofview. The term “wider” FOV refers to a view with potentially increasedvisual distortion resulting from a smaller radius (i.e., more curved)reflective surface area. Alternatively, a comparable wide FOV may beachieved utilizing mirror technology described in prior U.S. Pat. No.8,180,606 entitled “Wide Angle Substantially Non-distorting Mirror”. Thecomplete disclosure of this prior patent is incorporated by referenceherein.

As used herein, the term “rearward facing” refers to an object (e.g.,video camera, mirror, other situation communication tool) oriented,pointed, or situated to capture or reflect a field of view which isgenerally to the rear of (or behind) the driver or other user. The term“forward facing” is the opposite of rearward facing, and refers to anobject oriented, pointed, or situated to capture or reflect a field ofview which is generally to the front of the driver or other user.

According to another exemplary embodiment, the first reflective surfacearea is greater in dimension than the second and third reflectivesurface areas.

According to another exemplary embodiment, the first reflective surfacearea extends substantially from a top edge of the reflective membertowards a bottom edge of the reflective member.

According to another exemplary embodiment, the first reflective surfacearea further extends substantially from an inside edge of the reflectivemember towards an outside edge of the reflective member.

According to another exemplary embodiment, the first reflective surfacearea has a curvature radius in the range of 500 to 3000 mm.

According to another exemplary embodiment, the second reflective surfacearea comprises a longitudinal outside margin of the reflective member,and extends substantially from a top edge of the reflective membertowards a bottom edge of the reflective member.

According to another exemplary embodiment, the second reflective surfacearea has a curvature radius in the range of 300 to 600 mm.

According to another exemplary embodiment, the third reflective surfacearea comprises a longitudinal bottom margin of the reflective member,and extends substantially from an inside edge of the reflective membertowards an outside edge of the reflective member.

According to another exemplary embodiment, the third reflective surfacearea has a curvature radius in the range of 200-400.

According to another exemplary embodiment, the situation communicationmirror is mounted to a body of the vehicle adjacent at least one of thedriver and passenger side doors.

According to another exemplary embodiment, the situation communicationmirror is mounted to a body of the vehicle adjacent at least one of thedriver and passenger side fenders on opposite sides of the engine hoodand in front of the vehicle cab.

In another exemplary embodiment, the present disclosure comprises asystem and method for enhancing situational awareness of a vehicledriver, passenger, or remote user outside of the vehicle. The term“situational awareness” refers broadly herein to a knowledge,understanding, or consciousness of the state or condition of theenvironment, events, or circumstances within or around thetransportation vehicle. The disclosure includes strategically locating aplurality of (digital or analog) sensory or “situation” communicationdevices on the vehicle. The sensory communication devices areoperatively connected (e.g., wireless or hardwired) to a user networkvia an onboard access point. At least one of the sensory communicationdevices is activated upon a triggering event. A vehicle data signalcomprising realtime vehicle information is transmitted from theactivated sensory communication device to the user network. Using acomputing device, a user accesses the network to receive the realtimevehicle information transmitted by the activated sensory communicationdevice. In one exemplary embodiment, the sensory communication devicesreside in a normal sleep mode, and awaken only upon occurrence of thepredetermined triggering event. The triggering event may awaken onlycertain “targeted” (or user-specified) sensory communication devices.

The sensory communication devices (e.g., video cameras and/or reflectivesurfaces) may be strategically located within and about interior andexterior portions of the vehicle including, for example, inside andoutside the vehicle trailer, the front grille, front and rear fenders,mirror housings, top of front windshield inside vehicle cab, top of roofoutside vehicle cab, and other desired points. Infrared lighting mayalso be used in dark conditions.

According to another exemplary embodiment, the triggering eventcomprises at least one of a group consisting of activating a vehicleturn signal, activating headlights, turning a steering wheel of thevehicle, vehicle braking, vehicle acceleration, vehicle speed, airbagdeployment, and vehicle collision.

According to another exemplary embodiment, the triggering eventcomprises moving the vehicle transmission to a predetermined gear (e.g.,reverse, park, neutral, etc.).

According to another exemplary embodiment, the triggering eventcomprises the presence and detection of motion or obstacles in or aroundthe vehicle. In this embodiment, the vehicle may include strategicallylocated motion and distance sensors.

According to another exemplary embodiment, at least one of the sensorycommunication devices comprises a sensory or situation communicationmirror (or SCM).

According to another exemplary embodiment, at least one of the sensorycommunication devices comprises a video camera.

According to another exemplary embodiment, at least one of the sensorycommunication devices comprises a microphone for transmitting realtimeaudible sound.

According to another exemplary embodiment, at least one of the sensorycommunication devices comprises a CCTV.

According to another exemplary embodiment, at least one of the sensorycommunication devices comprises an IP-based digital still camera.

According to another exemplary embodiment, the computing devicecomprises a Tablet computer with an integrated display screen andtouchscreen interface.

According to another exemplary embodiment, the computing devicecomprises a web-enabled smartphone.

According to another exemplary embodiment, connecting the sensorycommunication devices comprises enrolling the sensory communicationdevices on the user network in a secured online user account.

According to another exemplary embodiment, the disclosure includeslogging in to the user account via security password.

According to another exemplary embodiment, the disclosure comprisesrecording and storing the realtime vehicle information transmitted bythe activated sensory communication device using an onboardnetwork-attached digital video recorder.

According to another exemplary embodiment, the disclosure comprisesrecording and storing the realtime vehicle information transmitted bythe activated sensory communication device using internal flash memory.

According to another exemplary embodiment, the disclosure comprisesrecording and storing the realtime vehicle information transmitted bythe activated sensory communication device to a remote server (as in thecase of IP cameras).

According to another exemplary embodiment, the activated sensorycommunication device is automatically selected without userintervention.

According to another exemplary embodiment, the disclosure comprisesusing Video Content Analysis (VCA) for automatically analyzing therealtime vehicle information transmitted by the activated sensorycommunication device.

According to another exemplary embodiment, the disclosure comprisescombining a plurality realtime vehicle data signal feeds of respectiveuser networks in a single networked multi-user system.

According to another exemplary embodiment, the activated sensorycommunication device utilizes facial recognition technology forautomatically verifying a driver of the transportation vehicle.

According to another exemplary embodiment, the computing devicecomprises application software for enabling a dashboard-centricinterface with tab icons for manually activating respective sensorycommunication devices on the user network, such that when the userselects a tab icon, the realtime vehicle information transmitted by theactivated sensory communication device is output to the user.

According to another exemplary embodiment, the vehicle data signalaccessed on the user network is encrypted using a cryptographicprotocol.

According to another exemplary embodiment, the transportation vehiclecomprises one selected from a group consisting of heavy duty tractors,trailers for heavy duty tractors, boat and other trailers, passengervehicles, golf carts, all-terrain vehicles, recreational vehicles,military vehicles, trains, buses, aircraft, and watercraft.

In another exemplary embodiment, the disclosure comprises acomputer-implemented system which utilizes a plurality of strategicallylocated sensory communication devices for enhancing situationalawareness in a transportation vehicle.

In yet another exemplary embodiment, the disclosure utilizes a pluralityof strategically located sensory communication devices and comprises acomputer program product including program instructions tangibly storedon a computer-readable medium and operable to cause a computing deviceto interface with the communication devices and perform a method forenhancing situational awareness in a transportation vehicle.

In still another exemplary embodiment, the disclosure utilizes aplurality of strategically located sensory communication devices andcomprises a non-transitory computer-readable storage medium storingcomputer-executable instructions, executable by processing logic of acomputing device, including one or more instructions, that when executedby the processing logic, cause the processing logic to interface withthe communication devices and perform a method for enhancing situationalawareness in a transportation vehicle.

In still another exemplary embodiment, the disclosure comprises anarticle of manufacture comprising a non-transitory computer-readablestorage medium, and executable program instructions embodied in thestorage medium that when executed by processing logic of a computingdevice causes the processing logic to perform a method for enhancingsituational awareness in a transportation vehicle.

Exemplary Mobile Computing Device and Software

The exemplary mobile computing device utilized by drivers in the presentdisclosure may implement a computer program product (e.g., mobile app)comprising program instructions tangibly stored on a storage medium, andoperable to cause a computing device to perform a method for enhancingsituational awareness and situational understanding in a transportationvehicle. The present disclosure further comprises a computer-readablestorage medium storing computer-executable instructions, executable byprocessing logic of a computing device, including one or moreinstructions, that when executed by the processing logic, cause theprocessing logic to perform a method for enhancing situational awarenessand situational understanding in a transportation vehicle. In yetanother exemplary embodiment, the present disclosure comprises anarticle of manufacture including a computer-readable storage medium, andexecutable program instructions embodied in the storage medium that whenexecuted by processing logic of a computing device causes the processinglogic to perform a method for enhancing situational awareness andsituational understanding in a transportation vehicle.

The mobile computing device may incorporate or comprise any general orspecific purpose machine with processing logic capable of manipulatingdata according to a set of program instructions. In one embodiment, thecomputing device comprises a mobile Tablet computer such as the iPAD®4by Apple Inc using iOS 6.0. Exemplary product specifications for theiPAD®4 are copied below.

Display

-   -   9.7-inch (diagonal) LED-backlit glossy widescreen Multi-Touch        display with IPS technology    -   2048 by 1536 (QXGA); 3.1 million pixels    -   Fingerprint-resistant oleophobic coating    -   Support for display of multiple languages and characters        simultaneously        iPad 4 Processor    -   Apple A6 Processor    -   1.4 GHz Apple A6X ScO, quad-core PowerVR SGX554MP4 GPU    -   iPad 4 Internal Memory/Storage Capacity

For iPad Wi-Fi, iPad Wi-Fi+Celluar, and iPad WiFi+3G:

-   -   16 GB, 32 GB, 64 GB, or 128 GB internal flash memory (or flash        drive)        Wireless    -   Wi-Fi (802.11a/b/g/n)    -   Wi-Fi+Cellular    -   Bluetooth 2.1+EDR technology

The exemplary Tablet includes card slots for removable flash and SIMcards, and may have up to 128 GB of non-volatile internal memory. One ormore of the flash and SIM cards and internal memory may comprisecomputer-readable storage media containing program instructionsapplicable for effecting the present method for enhancing situationalawareness in a transportation vehicle, described further below. Asgenerally known and understood in the art, the flash card is anelectronic flash memory data storage device used for storing digitalinformation. The card is small, re-recordable, and able to retain datawithout power. For example, Secure Digital (SD) is a non-volatile memorycard format developed by the SD Card Association for use in portabledevices. SD has an official maximum capacity of 2 GB, though some areavailable up to 8 GB or more.

The SIM card contains an integrated circuit that securely stores theservice-subscriber key (IMSI) used to identify a subscriber on mobiledevices including the exemplary Tablet. SIM hardware typically consistsof a microprocessor, ROM, persistent (non-volatile) EEPROM or flashmemory, volatile RAM, and a serial I/O interface, SIM software typicallyconsists of an operating system, file system, and application programs.The SIM may incorporate the use of a SIM Toolkit (STK), which is anapplication programming interface (API) for securely loadingapplications (e.g., applets) or data to the SIM for storage in the SIMand execution by the mobile device. The STK allows a mobile operator(such as a wireless carrier) to create/provision services by loadingthem into the SIM without changing other elements of the mobile device.One convenient way for loading applications to the SIM is over-the-air(OTA) via the Short Message Service (SMS) protocol.

Secure data or application storage in a memory card or other device maybe provided by a Secure Element (SE). The SE can be embedded in thelogic circuitry of the Tablet (or other mobile device), can be installedin a SIM, or can be incorporated in a removable SD card (secure digitalmemory card), among other possible implementations. Depending on thetype of Secure Element (SE) that hosts an applet, the featuresimplemented by the applet may differ. Although an SE is typically JavaCard compliant regardless of its form factor and usage, it may implementfeatures or functions (included in the operating system and/or inlibraries) that are specific to that type of SE. For example, a UICC(Universal Integrated Circuit Card) may implement features that are usedfor network communications, such as text messaging and STK, whereas incertain embedded SE devices, these features may not be implemented.

Additionally, to identify a user's Tablet (or other mobile device), aunique serial number called International Mobile Equipment Identity,IMEI, may be assigned to the device. As known by persons skilled in theart, IMEI is standardized by ETSI and 3GPP, and mobile devices which donot follow these standards may not have an IMEI. The IMEI number is usedby the network to identify valid mobile devices. IMEI identifies thedevice, not the user (the user is identified by an International MobileSubscriber Identity, IMSI), by a 15-digit number and includesinformation about the source of the mobile device, the model, and serialnumber.

Other features of the exemplary Tablet may include front-facing andrearm facing cameras, Dolby Digital 5.1 surround sound, video mirroringand video out support, built-in speaker and microphone, built-in25-watt-hour rechargeable lithium-polymer battery, and sensors includingthree-axis gyro, accelerometer, and ambient light sensor. The audioplayback of the fourth-generation iPad® has a frequency response of 20Hz to 20,000 Hz

The exemplary Tablet may also combine A-GPS and other location servicesincluding Wi-Fi Positioning System and cell-site triangulation, orhybrid positioning system. Mobile device tracking tracks the currentposition of a mobile device, even when it is moving. To locate thedevice, it must emit at least the roaming signal to contact the nextnearby antenna tower, but the process does not require an active call.GSM localisation is then done by multilateration based on the signalstrength to nearby antenna masts. Mobile positioning, which includeslocation based service that discloses the actual coordinates of a mobiledevice bearer, is a technology used by telecommunication companies toapproximate where a mobile device and thereby also its user (bearer),temporarily resides.

The exemplary Tablet may incorporate a capacitive touchscreen. Asgenerally know and understood in the art, capacitive touchscreens tendto be more accurate and responsive than resistive screens. Because theyrequire a conductive material, such as a finger tip, for input, they arenot common among (stylus using) Tablet PCs but are more prominent on thesmaller scale Tablet computer devices for ease of use, which generallydo not use a stylus, and need multi-touch capabilities. In alternativeembodiments, the Tablet may comprise a resistive touchscreen. Resistivetouchscreens are passive and can respond to any kind of pressure on thescreen. They allow a high level of precision (which may be needed, whenthe touch screen tries to emulate a mouse for precision pointing, whichin Tablet personal computers is common). Because of the high resolutionof detection, a stylus or fingernail is often used for resistivescreens. The exemplary touchscreen technology may also include palmrecognition, multi-touch capabilities, and pressure sensitive films.

Referring to FIG. 2A, other software and hardware features of theexemplary mobile Tablet 10 include telematics (ICT) 11, cellular orsatellite communication 12, wireless connectivity to remote cameras 13,GPS 14, heater pad 15, wireless speakers 16, voice activation 17, andtwo-way voice/data communication with corporate office 18. In analternative embodiment, the present disclosure employs a cab-integratedcomputing device 20 (e.g., “carputer”) illustrated in FIG. 2B comprisingone or more of the above hardware and software features includingwireless connectivity to video cameras 13, cell or satellitecommunication 12, two-way voice/data communication with corporate office18, and further including data bus connections [SAE J1939 and J1455, RS232, and powerline carrier (PLC)-21A-21D, respectively], right turninput 22, left turn input 23, head lamp input 24, vehicle door inputs25, 12/24 volt DC 26, ND inputs 27, and USB ports 28. In thisembodiment, the driver's Tablet computer may be “parked” (via data busand other subsystem connections) inside the cab of the vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

Exemplary embodiments of the present invention will hereinafter bedescribed in conjunction with the following drawing figures, whereinlike numerals denote like elements, and wherein:

FIG. 1 illustrates vision targets specified in TMC Recommended Practice428 entitled “Guidelines for Vision Devices”;

FIG. 2A is a schematic diagram illustrating various exemplaryconnections and features of a mobile Tablet computer adapted for use inthe present disclosure;

FIG. 2B is a further schematic diagram illustrating various exemplaryconnections and features of an alternative mobile Tablet computer (orcab-integrated computing device) “parked” inside a cab of the vehicle;

FIG. 3 is a schematic diagram illustrating various connections andfeatures of exemplary driver-side and passenger-side situationcommunication mirrors (“SCMs”) of the present disclosure;

FIGS. 4A and 4B are respective front and rear views of the exemplary SCMwith various internal components and electronics representedschematically;

FIG. 5 is a schematic view of the electronic control module (ECU) housedinside the exemplary SCM;

FIG. 6 is a schematic view illustrating an alternative cab-integratedECU connected to each of the SCMs via the vehicle data bus, andwirelessly to the driver's Tablet computer or other onboard or remotecomputing device;

FIGS. 7 and 8 are schematic views demonstrating an increased view rangeof the driver utilizing the exemplary SCMs of the present disclosure;

FIGS. 9 and 10 illustrate respective touchscreen user interfaces enabledby the present Tablet computer for transmitting control commands to theECU of the SCM;

FIG. 11 illustrates an alternative cab-integrated control panelcomprising a software-enabled touchscreen interface for transmittingcontrol commands to the SCMs;

FIGS. 12, 13, 14, and 15 illustrate various exemplary implementations ofthe present SCM using the cab-integrated control panel;

FIGS. 16 and 17 are schematic views demonstrating voice interaction withthe exemplary SCMs;

FIGS. 18 and 19 are schematic views demonstrating the use ofthought-controlled computing and brainwaves for interfacing with theexemplary SCMs;

FIGS. 20-25 illustrate an alternative fender-mounted SCM of the presentdisclosure;

FIG. 26 is a flow diagram illustrating various steps of an exemplarysystem and method for enhancing situational awareness in atransportation vehicle according to the present disclosure;

FIG. 27 is a schematic diagram showing various components and systemsemployed in the exemplary disclosure;

FIG. 28 illustrates an exemplary implementation of the presentdisclosure for vehicle parts and system inspection;

FIG. 29 illustrates an exemplary implementation of the presentdisclosure for documenting vehicle arrival and location;

FIG. 30 illustrates an exemplary implementation of the presentdisclosure for providing height clearance confirmation;

FIG. 31 illustrates an exemplary implementation of the presentdisclosure to assist with a vehicle hitch connection;

FIG. 32 illustrates an exemplary implementation of the presentdisclosure to assist with boat trailer hitch connection and trailerloading;

FIG. 33 illustrates an exemplary implementation of the presentdisclosure to assist with boat docking and maneuvering;

FIG. 34-37 illustrates exemplary implementations of the presentdisclosure to assist with airplane towing, maneuvering, monitoring, andinspection;

FIG. 38 illustrates an exemplary implementation of the present method toassist with reversing and maneuvering a heavy duty mining vehicle;

FIG. 39 illustrates an exemplary implementation of the presentdisclosure applicable in the bus transportation industry;

FIGS. 40-43 illustrate increased driver view ranges achieved duringvarious maneuvers in a heavy-duty vehicle utilizing the exemplary SCDs(including SCMs) of the present disclosure;

FIG. 44 is a schematic illustration showing an inside of the vehiclecab, and exemplary locations for locating a cab-integrated displayscreen and touchscreen control panel (interface);

FIG. 45 is a schematic view illustrating exemplary electronic controlmodules (ECMs) for effecting digital transfers between tractor andtrailer of a heavy-duty vehicle;

FIG. 46 is a further schematic view illustrating exemplary SCD cameralocations on the vehicle;

FIGS. 47, 48 and 49 demonstrate an exemplary process for synching or“pairing” the SCD cameras, Tablet computer, and vehicle subsystems;

FIGS. 51, 52, and 53 illustrate an exemplary housing assembly of thepresent SCD, and a software-enabled user interface for commandingvarious maintenance features;

FIGS. 53 and 54 illustrate an alternative “hybrid” SCM, andsoftware-enabled interface for managing the exemplary SCM;

FIG. 55 shows a portion of a heavy-duty vehicle incorporating exemplaryside and fender-mounted SCMs of the present disclosure;

FIG. 56 illustrates a single side-mounted SCM located below aconventional (e.g., 50 sq-inch) flat mirror;

FIG. 57 illustrates various vision targets specified by TMC RP428;

FIG. 58 shows one embodiment of the exemplary side-mounted SCM;

FIGS. 59-62 are views of the exemplary side-mounted SCM reflectivemember;

FIGS. 63 and 64 illustrate an alternative exemplary side-mounted SCM;

FIG. 65 shows a portion of a heavy-duty vehicle incorporating exemplaryfender-mounted SCMs;

FIG. 66 illustrates various vision targets specified by TMC RP428;

FIG. 67 shows one embodiment of the exemplary fender-mounted SCM; and

FIGS. 68-71 are views of the exemplary fender-mounted SCM reflectivemember.

DESCRIPTION OF EXEMPLARY EMBODIMENTS AND BEST MODE

The present invention is described more fully hereinafter with referenceto the accompanying drawings, in which one or more exemplary embodimentsof the invention are shown. Like numbers used herein refer to likeelements throughout. This invention may, however, be embodied in manydifferent forms and should not be construed as limited to theembodiments set forth herein; rather, these embodiments are provided sothat this disclosure will be operative, enabling, and complete.Accordingly, the particular arrangements disclosed are meant to beillustrative only and not limiting as to the scope of the invention,which is to be given the full breadth of the appended claims and any andall equivalents thereof. Moreover, many embodiments, such asadaptations, variations, modifications, and equivalent arrangements,will be implicitly disclosed by the embodiments described herein andfall within the scope of the present invention.

Although specific terms are employed herein, they are used in a genericand descriptive sense only and not for purposes of limitation. Unlessotherwise expressly defined herein, such terms are intended to be giventheir broad ordinary and customary meaning not inconsistent with thatapplicable in the relevant industry and without restriction to anyspecific embodiment hereinafter described. As used herein, the article“a” is intended to include one or more items. Where only one item isintended, the term “one”, “single”, or similar language is used. Whenused herein to join a list of items, the term “or” denotes at least oneof the items, but does not exclude a plurality of items of the list.

For exemplary methods or processes of the invention, the sequence and/orarrangement of steps described herein are illustrative and notrestrictive. Accordingly, it should be understood that, although stepsof various processes or methods may be shown and described as being in asequence or temporal arrangement, the steps of any such processes ormethods are not limited to being carried out in any particular sequenceor arrangement, absent an indication otherwise. Indeed, the steps insuch processes or methods generally may be carried out in variousdifferent sequences and arrangements while still falling within thescope of the present invention.

Additionally, any references to advantages, benefits, unexpectedresults, or operability of the present invention are not intended as anaffirmation that the invention has been previously reduced to practiceor that any testing has been performed. Likewise, unless statedotherwise, use of verbs in the past tense (present perfect or preterit)is not intended to indicate or imply that the invention has beenpreviously reduced to practice or that any testing has been performed.

Situational Awareness, Assessment, and Understanding

In one exemplary implementation, the present disclosure utilizes variousadvancements in data communications, computers, electronics, and videotechnologies to enhance driver “situational awareness”—i.e., his/herperception of environmental elements with respect to time and/or space,the comprehension of their meaning, and the projection of their statusafter some variable, such as a predetermined event or change in time.Situational awareness (SA) involves being aware of what is happening inthe vicinity, in order to understand how information, events, and one'sown actions will impact goals and objectives, both immediately and inthe near future. Lacking or inadequate situational awareness has beenidentified as one of the primary factors in accidents attributed tohuman error. Situational awareness is especially important in industrieswhere the information flow can be quite high and poor decisions may leadto serious consequences. In short, SA involves “knowing what is going onaround you so you can figure out what to do next.”

Being aware of what is happening around you and understanding what theinformation means to you now and in the future, is the basis forsituational awareness (SA). In the context of the present disclosure,situational awareness may be viewed as a state of knowledge, andsituational assessment as the processes or “tools” used to achieve thatknowledge. Situational understanding is the product of applying analysisand judgement to the situational awareness. Fleet drivers in theheavy-duty trucking industry are highly dependent on situationalawareness. By uncovering how drivers think and operate, SA-orientedtools, vehicle design and training may help reduce human errors andminimize liability.

FIG. 3 illustrates exemplary components and features of the presentdisclosure in the field of heavy-duty transportation vehicles. Theexemplary components and features function to enhance driver situationalawareness through advanced and strategic situation assessment tools, andfurther to document and record situational understanding for subsequentanalysis, judgement, evaluation, training, and the like.

The exemplary heavy-duty truck 30 comprises a number electronicsubsystems including ABS 31, engine controller 32, and others, connectedthrough the vehicle's data bus 21 (e.g., SAE J1939, SAE J1850, SAEJ1708, OBD 2, and CAN) to an integrated onboard computing device 33 (or“Recorder”) comprising a non-transitory data storage medium, transceiverand other electronics. The Recorder is further connected via data bus 21to an onboard driver log box (EBOR) 34 with transceiver, othertractor-trailer subsystems 35, strategically arranged interior andexterior video cameras 36 (“Sensory Communication Devices” or “SCDs”),noise-cancellation sensors 37 and integrated exterior combinationmirror-cameras 40 (“Sensory Communication Mirrors” or “SCMs”). TheSensory Communication Mirrors 40, described further below, may compriseone or more integrated video cameras, microphones, and other electronicsand sensors operatively connected (via built-in Wi-Fi, Bluetooth, orother wireless standard) to a driver's Tablet computer 10. As previouslydescribed above, the exemplary Tablet 10 may include a capacitivetouchscreen display (interface), processor, internal flash memory, andmore. The Tablet 10 may also comprise suitable application software forenabling a dashboard-centric interface with touchscreen tab icons. Onecommercially available Tablet is the iPad®4 by Apple.

Time stamped vehicle data is captured and stored by the integratedRecorder at predetermined intervals (e.g., every 1 to 30 mins). Examplesof vehicle data include travel speed, engine RPM, engine temperature,tire pressure, ABS status/condition, transmission data, vehicle location(via GPS), and event-actuated video and audio clips. In the event of anaccident or collision, the vehicle data stored by the Recorder can beanalyzed to help determine/evaluate the driver's situational awarenessand understanding, and the relative effectiveness of various situationalassessment tools (e.g., the integrated mirror-cameras and strategicallyarranged video cameras) under the given circumstances. The onboarddriver log (EBOR) data is also stored by the Recorder, and can betransmitted periodically or on-demand back to a home office throughcellular or satellite communications.

Examples of vehicle data communications technologies and applications inthe heavy-duty trucking industry are described in prior U.S. Pat. Nos.8,276,996, 8,232,871, 7,967,396, 7,817,019. Prior U.S. Pat. No.8,032,277 describes a system and method for driver activity and vehicleoperation logging and reporting. The collective disclosures of all ofthese prior publications are incorporated by reference herein.

Exterior Situation Communication Mirrors (SCMs)

Referring to FIGS. 4A, 4B, and 5-8, the exemplary sensory communicationdevices described herein may include sensory or “situation”communication mirrors (SCM's) 40. The exemplary driver side andpassenger side SCMs 40 function to increase the driver's rearward andforward facing view ranges, as demonstrated in FIGS. 7 and 8,respectively. In the exemplary embodiment, the SCMs 40 are adjustablymounted to the vehicle body on both driver and passenger sides of thecab, and comprise respective reflective members (surfaces) 41 formed bypolished metal or glass. Each SCM 40 comprises a robust protectivehousing 42 incorporating forward and rearward facing video cameras 44Fand 44R, microphones 45, speakers 46, electronic control unit (ECU) 47,electric motors 48, encoders 49X and 49Y, wash and dry solenoids 51, 52,road and ambient temperature sensors 53, 54, heating element 55,transceivers and other electronics [not shown]. The encoders (ortransducers—optical or magnetic) sense the position and orientation ofthe SCM for use as a stored reference for the particular driver, asdiscussed further below. The encoders may be rotary or linear, andeither absolute or incremental. Other electronics may include acompressor for encoding data (e.g., audio/video/images) into a smallerform; an audio encoder capable of capturing, compressing and convertingaudio; a video encoder capable of capturing, compressing and convertingaudio/video; and a multiplexer capable of combining multiple inputs intoone output. The SCM housing may further incorporate turn signal 56, step57, and marker 58 lamps; and analog to digital (ND) ports and digitalinput/output (I/O) ports [not shown].

The exemplary rearward and forward facing video cameras may comprisewireless centralized or decentralized IP cameras (with 2-way audio),wireless or hardwired CCTV video cameras, digital still cameras, and thelike adapted for capturing audio, video, and imagery data in and aroundthe vehicle. The video cameras may be web-enabled, and may comprisetransceivers and flash memory for software upgrades, troubleshooting,and the like. Each of the video cameras may be operatively aligned or“paired” with the vehicle data bus, and may be synched as discussedfurther below with the driver's mobile computing device (e.g., Tabletcomputer) to display live video on the Tablet's display screen. Althoughthe discussion below refers to the driver's Tablet computer or simply“Tablet”, it is understood that the inventions, concepts and features ofthe present disclosure maybe applicable to, or enabled by, any suitablecomputing device including, for example, smartphones, netbook computers,laptop computers, ultra mobile PCs, PDAs, Internet tablets (PDA with webbrowser), and the like. Additionally, the SCM's may incorporate othersituation assessment tools including, for example, closed circuitdigital photography (CCDP) and other IP-based digital still cameras.

Wireless data connections used by the SCDs (including SCMs), vehicle,and driver's Tablet may comprise one or more of cellular, Wi-Fi,Bluetooth, or satellite technologies; or a combination of networks frommultiple cellular networks; or a mix of cellular, Wi-Fi and satellite.When using a mix of networks, the present disclosure may comprise amobile virtual private network (mobile VPN) to handle security concerns,to perform network logins, and to maintain application connections toprevent crashes or data loss during network transitions or coverageloss. Cellular data service uses technologies such as GSM, CDMA or GPRS,and 3G and 4G networks such as W-CDMA, EDGE or CDMA2000. These networksare usually available within range of commercial cell towers. Wi-Ficonnections may be either on a private business network or accessedthrough an access point (or “hotspot”), and have a typical range of from100 feet up to 1000 feet. Satellite Internet access covers areas wherecellular and Wi-Fi are not available, and may be set up anywhere thedriver has a line of sight to the satellite's location.

The SCM reflective member (e.g., mirror) may be adjustably mountedwithin the exterior housing, and operatively controlled by the ECU,encoders and DC motors (“drive means”) to vary its orientation asdesired by the driver. In one exemplary implementation, a positionsensor produces a signal indicating an actual orientation of thereflective member. The ECU may comprise means for storing a valueindicating a pre-selected orientation for the reflective member, andmeans for comparing this value with the signal from the position sensorto produce a control signal for the drive means. The DC motors vary theorientation of the reflective member about horizontal and vertical axis,respectively. Each of the motors may be coupled to drive respectivepotentiometers arranged to provide an analogue voltage indicating theorientation of the reflective member about the corresponding axis. Thetwo potentiometers are connected to respective analogue inputs of theECU. The exemplary ECU may further comprise first and second poweroutputs which can supply energizing voltages of either polarity to theDC motors to cause rotation in either direction, together with a singlepolarity output which may be connected to the heat element for demistingand/or defrosting the reflective member. The driver may store in hiscomputer Table (and/or ECU) any number of desired pre-selectedorientations for the reflective member of each SCM. One example of anadjustable mirror assembly for a motor vehicle is described in priorU.S. Pat. No. 4,871,953. The complete disclosure of this patent isincorporated by reference herein.

In addition to the above, each SCM comprises one or more wash and drynozzles operatively connected to respective flexible lines (e.g., rubbertubes, hoses and channels) running from the SCMs to the enginecompartment of the vehicle, and adapted for cleaning and drying thereflective members. The wash nozzle at each SCM is fluidly coupled to awasher reservoir with an attached electrical washer pump. The washerpump is activated by the driver (or other user within or outside thevehicle) from the Tablet computer. When activated, as discussed furtherbelow, the windshield washer pump draws stored wash fluid from thereservoir into the pump, pressurizes the fluid and injects it throughthe lines to the washer nozzle at the selected SCM. A solenoid valve inthe washer fluid line controls where the washer fluid isdelivered—either the driver side SCM or the passenger side SCM. The drynozzles connect in a similar manner through flexible lines to a blowerfan (or other source) located in the engine compartment. Using thedriver's Tablet computer, the user touches one of the two onscreen SCMsicons thereby commanding the selected solenoid valve to open for apredetermined time (e.g., 10 secs.). The blower fan directs heated orambient air through the flexible line and opened valve to the selecteddry nozzle pointed toward the reflective member of the SCM.

In the present context, the electronic control unit (ECU) 47 refersbroadly to any embedded system (e.g., microprocessor or data processor)that controls one or more of the electrical systems or subsystems of theSCM 40. As illustrated in FIG. 5 the exemplary ECU connects to thevehicle data bus 21 and to the driver's Tablet computer 10 (or otheronboard or remote computing device) via Wi-Fi, Bluetooth, Wave, orrelated wireless standards. The exemplary ECU comprises inputs for+12/24 volts 61, -ground 62, heat 63, step lamp 64, marker lamp 65, leftturn 66, head lamp 67, right turn 68, and other electronics includingleft and right mirror controls 71, 72, and surface wash and dry controls73, 73. In an alternative embodiment shown in FIG. 6, the ECU 47 iscab-integrated and connects to each of the SCMs 40 via the data bus 21,and to the driver's Tablet computer 10 (or other integrated onboard orremote computing device) by Wi-Fi, Bluetooth, Wave, or the like. Ineither case, ECU 47 functions include controlling orientation of thereflective members 41 (e.g., in, out, up, down), and operation of thewash and dry systems, lamp activation, and others.

FIGS. 7 and 8 demonstrate the increased forward and rearward view rangesutilizing the present driver side and passenger side SCMs 40 and Tablet10 (or cab-integrated) display in a combination tractor-trailer vehicle30. In FIG. 7, vehicles utilizing the exemplary SCMs 40 have anincreased view range of the right side of the trailer. When travelingstraight (forward), the driver has an increased rearward-facing viewrange of the righthand lane, and can see where other vehicles arelocated in relation to the tractor-trailer. When making a righthandturn, the driver has an increased view range (using camera display) ofthe bogie wheels. This increased range will also allow the driver to seeany obstacles in the relation to the rear of the trailer and wheels. Asdemonstrated in FIG. 8, tractor-trailer vehicles utilizing the presentdriver side and passenger side SCMs also have an increased view range ofthe front fender area. For example, when traveling straight (forward)the driver has an increased forward-facing view range of the righthandlane and on-ramps in front of vehicle, and can see where other vehiclesare located in the relation to the tractor. When making a righthandturn, the drive may also have an increased forward-facing view range ofthe right front fender area.

FIGS. 9 and 10 illustrate various communication, interaction and controlfeatures of the present disclosure. Components and features of theexemplary SCMs 40 are described above. In this embodiment, the driver'sTablet 10 may wirelessly connect to the Sensory Communication Mirrors(SCMs) 40, and include various touchscreen tab icons or other inputmeans which function to transmit selected command signals andinstruction to the ECU. For example, touchscreen icons “D1” and “D2” maysignal the ECU to adjust orientation of the reflective member torespective predetermined settings previously entered and saved by firstand second vehicle drivers. This may be especially useful when drivingtandem routes, as the selected icon “D1” or “D2” would automaticallyproperly orient the SCM reflective members for the individual driver.Touchscreen icons labeled “L” and “R” and direction arrows controlcustom adjustment of the SCM reflective members, while icon “S” savesthe entered orientation in memory for subsequent use. Furthertouchscreen interaction and control features are illustrated in FIG. 10.Using the Tablet's touchscreen interface, tab icons may be selected toautomatically fold-in one or both of the SCM, touchscreen icon maysignal the ECU to activate heating elements to demist or defrost the SCMreflective surfaces, touchscreen icon may signal the ECU to displayambient temperature data, while other touchscreen icons may selectivelyactivate video cameras and other integrated situation assessment toolsof the SCM.

In alternative embodiments shown in FIGS. 11-15, a permanent (dedicated)control panel 80 is integrated into the dash of the vehicle, andcomprises software enabling alternative touchscreen interfaces withicons designed to control various features and functionality of the SCMs40. Components and features of the exemplary SCMs 40 are describedabove. The control panel 80 may operatively connect to the SCMs 40 viaCAN2 data bus 81 (or other interface standard), and to the to thevehicle data bus via CAN1 82 (or other interface standard). The data busconnection may communicate transmission data, such as when the vehicleis in reverse gear, thereby signally the control panel (and ECU) to movethe SCMs 40 into a pre-programmed backup memory orientation 83. Theexemplary control panel 80 may also comprise ND ports 84, I/O ports 85,and an optional SIM card 86. The exemplary SIM card contains amicroprocessor (integrated circuit), ROM, persistent (nonvolatile)EEPROM or flash memory, volatile RAM, and a serial I/O interface. SIMsoftware may consist of an operating system, file system, andapplication programs.

The exemplary user interface may further include touchscreen icons forlefthand and righthand mirror adjustment 87, 88, mirror wash and mirrorheat icons 89, 90, first and second mirror memory icons 91, 92, memorybackup position icon 93, and mirror parking/unparking icon 94. Themirror memory icons comprise respective LEDs 95 which may glow toindicate the particular stored orientation of the SCM reflective member(e.g., position 1 or position 2). Likewise, the mirror parking/unparkingicon 94 may have an LED 95 which glows when the SCMs 40 are parked (orfolded inwardly). The panel 80 may also comprise an ambient temperaturedisplay 97. The mirror wash, dry and heat functions operate in aconventional manner discussed above. The wash function may utilize theexisting vehicle wash fluid reservoir 96, such that when the drivermanually actuates the hand-control for washing the front windshield theSCD reflective surfaces are also washed. Alternatively, the SCM wash mayutilizes one or more separate wash fluid reservoirs with respectiveattached pumps and fluid lines.

A second example of the present disclosure employing an integratedcontrol panel 80 with touchscreen interface is shown in FIG. 12. In thisembodiment, the video display 81 and touchscreen control panel areintegrated with the dash of the vehicle. The integrated control panel 80comprises touchscreen control icons which allow the driver to adjust thereflective members of each SCM 40. The control panel 80 includes iconsfor washing, drying and heating the reflective members, and activatinganti-glare (auto-dimming) feature. The control panel 80 may alsocomprise override icons for the video cameras, should the driver wish toview a specific area full screen—e.g., rear bogie wheels when making aright turn.

A third example of the present disclosure employing an integratedcontrol panel 80 with touchscreen interface is shown in FIG. 13. Thevideo display 81 and touchscreen control panel are likewise integratedwith the dash of the vehicle. The control panel has touchscreen controlicons which allow the driver to adjust the reflective members of eachSCM 40. In this embodiment, an additional SA option is provided for aright turn signal sensor (or switch) which automatically inputs arealtime feed from Camera-B to the video display 81, allowing the driverto focus his attention on driving around the corner without manuallyengaging a Camera-B icon. The video input would allow the driver to viewthe curb, stop sign, pedestrians, and bicycle simultaneously in realtimewhile turning the corner.

A fourth example of the present disclosure employing an integratedcontrol panel 80 with touchscreen interface is shown in FIG. 14. Thevideo display 81 and touchscreen control panel are likewise integratedwith the dash of the vehicle. The control panel 80 has touchscreencontrol icons which allow the driver to adjust the reflective members ofeach SCM. In this embodiment, an additional SA option utilizes steeringwheel sensors which input a realtime video feed from either Camera-A orCamera-B automatically when turning, thereby allowing the driver tomaintain his focus on the particular driving maneuver.

In a fifth example of the present disclosure, the touchscreen controlpanel 80 and video display 81 are integrated with the dash of thevehicle. In this embodiment, input from video cameras A and B can bedisplayed on the screen side-by-side, as shown in FIG. 15; or the drivercan override input and show only the feed from one selected camera. Thedisplay may also show a rear view of vehicle when in reverse.

Alternative Driver Interaction

As demonstrated in FIGS. 16 and 17, the present disclosure alsocontemplates driver interaction with the SCMs 40 using voicecommands/queries and computer-generated voice responses. Voice commandsmay be initiated by the driver and responses received via Tablet 10microphone, either within or around the cab, or at any remote location(e.g., restaurant, filling station, hotel room, or the like). In theexample of FIG. 16, the driver uses the Tablet computer to query theECUs of the SCMs 40. Using voice control (or speech recognition)software, the ECU can be instructed to manipulate the rearward and/orforward facing video cameras 44R, 44F of a selected SCM 40 in order toscan a desired area (e.g., right hand travel lane), and to thencommunicate status back to the driver by computer-generated voiceresponse via the Tablet 10. Each video camera may include pan and zoomcapabilities, and hardware and software features enabling moving-objectdetection, identification, and tracking. Information concerning objectspeed, acceleration, distance to vehicle, and size may be automaticallycommunicated by voice response through the Tablet to the driver. In FIG.17, when maneuvering the vehicle the driver may be warned through voiceresponse via Tablet of any still or moving objects detected by theforward or rearward facing video cameras of the SCMs. For example, thedriver may initiate a voice command “Turning Right” via Tabletmicrophone. This command directs the ECU to automatically activate theSCM video cameras and right turn signal marker, and to thenvoice-respond back to the driver via Tablet any necessary warningconcerning potential obstacles or hazards. SCM software may alsorecognize the speed and acceleration/deceleration of other vehicles, andcan voice-respond suitable commands to the driver, such as “slow down”or “come to a stop”. In other examples, the driver may use voicecommands to unfold the SCMs and heat the reflective surfaces, or toreceive realtime data concerning vehicle subsystems, traffic updates,ambient and road temperatures, or the like.

In further exemplary embodiments illustrated in FIGS. 18 and 19, thepresent disclosure contemplates the use of thought-controlled computingand brainwaves to initiate the transmission of signals from the driver'sTablet 10 to the SCMs 40. In these examples, a brain-computer interface(BCI) [also called a mind-machine interface (MMI) or direct neuralinterface or a brain-machine interface (BMI)], creates a directcommunication pathway between the driver's brain and Tablet. Thedriver's brainwaves can initiate control signals to the ECUs without anyphysical movement, thereby “thought-controlling” operation of the SCMs.Thought-controlled computing and brainwaves together with the driver'shand condition and/or wheel grip may also be used to sense if or whenthe driver becomes drowsy.

Noise Cancellation

The Sensory Communication Mirrors (SCMs) 40 described above may furtherincorporate respective paired sensors, such as microphones,accelerometers, or other devices capable of detecting sound waves. Thesensors of each pair face in opposite directions—e.g., one facinginwardly towards the vehicle and one facing outwardly away from thevehicle. The paired sensors cooperate to detect vehicle noise in a firstsound waveform, and then convert the waveform to electrical signalswhich are transmitted wirelessly (via Wi-Fi, Bluetooth, or the like) towireless speakers located on the driver and passenger sides of thevehicle cab. The ECU of each SCM directs the cab speakers to put therecorded signal exactly out of phase with the actual vehicle noisedetected by the SCM sensors, such that the second sound waveform fromthe speaker is just the same and as loud as the vehicle noise (firstsound waveform), but out of phase with the vehicle noise, thus cancelingthe first sound waveform and leaving only the environmental sounds ofother nearby vehicles. According to exemplary noise cancellationcircuitry, an output interrupter circuit causes intermittent soundindicating nearby traffic around or adjacent the vehicle. Signal filtersmay be used to prevent sound crossover from one cab speaker to the next.

The ECU utilizes software which cancels signal pairs that are common tothe paired SCM sensors, and to keep newer/uncommon signals from theoutward facing sensors. This newer/uncommon signal is the sound ofnearby vehicles or other remote disturbances, and is transmitted to thecab speakers differentially according to sensor location (e.g., right orleft SCM). This enhances the noise cancellation effect and allows thedriver to hear the presence and exact direction of nearby traffic intime to evaluate its presence and to avoid any unsafe lane-changing orother maneuvering. The ECU could also refresh the model of ambient soundat some predetermined, timed interval. Doing so would correct forchanges in the ambient sound caused by changes in vehicle speed, gear,braking, rain, etc.

Fender Mounted SCMs

Referring to FIGS. 20-25, the present disclosure may further incorporateelevated fender mounted SCMs 140 as additional situation assessmenttools to enhance driver SA. As shown in FIGS. 20, 21, and 22, eachfender-mounted SCM comprises an exterior aerodynamic housing, integratedforward facing and rearward facing video cameras 144F and 144R (IP orCCTV), heating element and other electronics and electrical componentsdescribed above, and a rearward facing reflective member. The SCMs 140are carried on respective vertical mounting posts (FIG. 20) attached tothe fenders on opposite sides of the vehicle hood—each mounting posthaving a fixed or adjustable height (e.g., between 2 ft and 4 ft). TheSCMs 140 may be connected to the vehicle data bus 21 via SAE J1455 orother suitable interface standard.

As shown in FIG. 23, an integrated touchscreen control panel 150 andvideo display may be located within the cab of the vehicle, and maycomprise various control icons for heating the reflective surfaces,overriding any programmed operation of the video cameras, andselectively displaying input from only one or both cameras. The SCMs mayconnect to the display via data bus and/or wirelessly.

FIGS. 24 and 25 illustrate respective examples of enhanced driversituational awareness using the exemplary fender-mounted SCMs 140. Asdemonstrated in FIG. 24, by utilizing the right side SCM, rearwardfacing camera, and video display, the driver has a larger view range ofthe right side of the vehicle. When driving straight, the driver has anadditional view range of the right hand lane, and can see (or sense)where other vehicles are located in relation to his vehicle. When makinga right hand turn, the SCM increases the driver's view of the rear bogiewheels from the rearward-facing video camera feed. This increased viewallows the driver to see any obstacles in relation to the rear of thetrailer and wheels.

Additionally, utilizing the right side SCM 140, forward facing videocamera, and video display, the driver has a larger view range of theright front fender area of the vehicle. As demonstrated in FIG. 25, whendriving straight, the driver has an additional view range of therighthand lane or on-ramps in front of his vehicle, and can see whereother vehicles are located in relation to his vehicle. When making aright hand turn, the forward facing camera view increases the driver'svisibility of the right front fender area allowing the driver to see anyobstacles that may be in the way. These and other features of thepresent disclosure are applicable to a wide range of transportationvehicles, including school buses—as the bus driver would be capable ofseeing if a child walking in front of the bus to cross the road hascleared the area.

Strategically Arranged and SA-Oriented SCDs

Referring to FIGS. 26 through 35, the exemplary system and method of thepresent disclosure is applicable for enhancing driver situationalawareness by strategically located a plurality of SCDs (including SCMs)on the transportation vehicle. The present disclosure may also beapplicable in completing vehicle systems and parts inspections, cargoinspections, trailer inspections, vehicle operation monitoring, securitysurveillance, driver performance monitoring, safety checks, andothers—all done by the driver from within or outside the cab, or by anadministrator from a remote location.

As indicated at block 200 in FIG. 26, the exemplary method strategicallylocates a plurality of sensory communication devices (“SCDs”) on thevehicle. As previously discussed, the SCDs may comprise one or morewireless CCTV video cameras, IP cameras (“netcams”), webcams,microphones, and other such devices (wireless or hardwired) adapted forcapturing audio, video, and imagery data in and around the vehicle. TheSCDs may be web-enabled, and may comprise transceivers and flash memoryfor software upgrades, troubleshooting, and the like. Each of the SCDsare operatively aligned or “paired” at block 210 with the vehicle databus (e.g., power line carrier or “PLC”) and one or more vehicle sensorsincluding, for example, ABS braking sensors, vehicle turn signalsensors, headlight sensors, windshield wiper sensors, safety air bagsensors, transmission gear sensors, speedometer sensor, odometer sensor,clock sensor, steering wheel position sensor, sensors indicatingposition of tractor in relation to trailer, engine and ambienttemperature sensors, distance and motion sensors, battery sensors, tiresensors, and others. The vehicle sensors may comprise or utilizetransceivers, transmitters or other means for communicating their stateor condition directly to respective paired SCDs or to a central onboardwireless access point (WAP) in the cab of the vehicle. The onboardaccess point cooperates with an onboard router and transceiver (ormodem) to connect the SCDs and vehicle sensors to a local area usernetwork, as indicated at block 220. The modem may include bridge and/orrepeater modes. The connected devices and/or sensors may be hardwired tothe onboard access point via existing vehicle data bus (using technologydescribed in prior U.S. Pat. No. 7,817,019), or may connect wirelesslyusing Wi-Fi, Bluetooth, Wave, or related standards. The vehicle data busmay communicate with the access point, onboard recording devices, andvehicle subsystems such as ABS braking system, engine, transmission, andtire modules using SAE, ISO, or CAN standards (e.g., SAE J1708/1587, SAEJ1939, SAE J1850, SAE J2497[PLC], and RS232). The complete disclosure ofthe aforementioned prior patent is incorporated by reference herein. Theonboard access point may communicate with 30 or more SCDs (includingSCMs) and vehicle sensors located within a radius of more than 100 m.Alternatively, the access point may be integrated with one of theonboard SCDs or onboard vehicle sensors.

The user connects to the local area network at block 230 using theTablet computer or other mobile (e.g., web-enabled) or dedicatedcomputing device. An exemplary dedicated computing device may comprise adisplay with touchscreen control panel permanently mounted or integratedwithin the vehicle cab. Examples of other mobile computing devicesinclude a smartphone, laptop computer, netbook, computer, cellulartelephone, PDA, and others. In one exemplary implementation, the Tabletautomatically pairs with the sensory communication devices and vehiclesensors at vehicle start-up, and automatically connects the driver orother user to the network. Alternatively, in web-based implementations,the user may first be required to login to a designated user accountwith an authorization code, user ID, password, or the like. In the usernetwork, the Tablet computer, sensory communication devices, and vehiclesensors may communicate with each other via PLC (or other data bus) andwireless mechanism (e.g., Wi-Fi, Bluetooth, Wave) in a securedclosed-loop system. Once connected to the user network, a softwareapplication (e.g., mobile app) provides a dashboard-centric graphicalinterface on a display screen with tab icons representing each of theconnected SCDs and vehicle sensors. The SCDs may also be manuallyactivated, as indicated at block 290. Manually selecting a tab icon fora particular device (e.g., video camera), as indicated at block 300,provides a realtime view of the environmental area on which the camerais focused. The software application allows the user to drill down fromthe dashboard into the various network connected devices and sensors tomake desired pairings and changes to existing pairings.

Referring to FIGS. 26 and 27 and blocks 240-280, an automatic triggeringevent occurs at block 240 when a particular vehicle sensor communicatesa predetermined status to the access point WAP—either automatically ormanually by operation of the driver. For example, a triggering event mayoccur when the driver manually activates the right turn signal withinthe vehicle cab. This turn signal sensor may be operatively paired withone or more high-definition, IP-based CCTV video cameras 240 mountedoutside the vehicle at or around a right side of the front cab andtrailer. The exemplary video cameras 340 may have computer-controlledtechnologies and flash memory that allow them to identify, track, andcategorize objects in their field of view. As indicated at block 250,this event causes the designated cameras 340 to automatically active(awaken from a normal sleep mode) and transmit a data signal comprisingrealtime streaming video to the onboard access point at block 260. Theaccess point passes the data to the onboard router/transceiver (ormodem) where the realtime video is accessed on the user network, andautomatically displayed to the driver on the screen of his Tablet 10 atblock 270. The CCTV cameras 340 may incorporate audio surveillancemicrophones for simultaneously transmitting environmental noises to thedriver, and may also comprise Digital Video Recorders for recording andstoring the captured digital audio, video and images as indicated atblock 280. Alternatively, the captured vehicle data may be recorded andstored on a remote server or on an onboard recorder, such as thatdescribed in prior U.S. Pat. No. 8,032,277—the complete disclosure ofwhich is incorporated herein by reference. The CCTV cameras may alsosupport recording directly to network-attached storage devices, andsufficient internal flash for completely stand-alone operation. For SCDsmounted outside the vehicle, the camera housing may be equipped with acamera wash nozzle, dryer, and defroster. Other exemplary SCDs maycomprise closed circuit digital photography (CCDP), or other IP-baseddigital still cameras.

The exemplary CCTV cameras may also utilize Video Content Analysis (VCA)technology for automatically analyzing video to detect and determinetemporal events not based on a single image. Using VCA the camera canrecognize changes in the environment and identify and compare objects ina database using size, speed, and color. The camera's actions can beprogrammed based on what it is “seeing”. For example, an alarm may beactivated through the driver's Tablet if the camera detects movement ofcargo within the trailer. In other exemplary embodiments, the CCTVcameras may comprise a facial recognition system (computer application)for automatically identifying or verifying a driver from a digital imageor a video frame from a video source. This may be accomplished bycomparing selected facial features from the image and a facial database.

The individual user network in the exemplary implementation may becombined with other user networks, and centrally monitored and accessedusing a network protocol called “Television Network Protocol.” Each usernetwork (LAN) is an integrated system allowing users at any location(outside the vehicle) to connect remotely from the Internet and viewwhat their SCD cameras are viewing remotely. All online communicationsmay be encrypted using Transport Layer Security (TLS), Secure SocketLayer (SSL) or other cryptographic protocol.

Exemplary Implementations

In the example illustrated in FIG. 28, multiple SCDs comprise respectivevideo cameras C1, C3, C3 mounted to the vehicle “V” at rear corners ofthe trailer and above the front grille. The front (panoramic) camera C1is operatively paired with vehicle sensors for the left/right turnsignals and headlights, while the two rear cameras are paired only withthe turn signals. The front and rear cameras C1, C2, C3 automaticallyactivate, as described above, upon use of the turn signals. The frontcamera C1 automatically activates upon activation of the frontheadlights. When the cameras are activated, the driver's Tablet computer10 streams realtime video (or displays a still photograph) of the areaswithin view of the SCD cameras. In this example, a vehicle inspectioncheck may be performed by the driver or remote user by manuallyselecting the various tab icons signaling the associated turn signalsand headlights to activate, thereby activating the paired SCD camerasC1-C3 and verifying their proper operation on the Tablet display screen.This vehicle data may be captured and stored, and transmitted to aremote headquarters location by selecting tab icon.

In the example of FIG. 29, the SCD comprises a panoramic CCDP digitalstill camera C1 mounted to the vehicle “V” above the front grille. Thecamera C1 is operatively paired with a vehicle sensor for thetransmission “park” gear. When the driver moves the vehicle transmissionfrom any other gear into park the camera C1 automatically activates andcaptures a digital still photograph of the vehicle location. Using thedriver's Tablet computer 10, the digital photograph is time and datestamped by selecting tab icon, and displayed in realtime to the driver(or other user) on the Tablet display screen. A GPS tab icon may also beselected by the driver (or other user) to display and record the exactcoordinates of the vehicle location. This vehicle data may be capturedand stored, and transmitted to a remote headquarters location byselecting tab icon.

In the example of FIG. 30, the SCD comprises a video camera C1 withinfrared viewing mounted at a front top location on the vehicle trailer“T”, As the vehicle “V” approaches an underpass, onboard GPS technologyand distance sensors cooperate to automatically activate the SCD cameraC1 Using the Tablet computer 10, a “height clearance check” is displayedin realtime to the driver (or other user) on the Tablet display screen.Alternatively, the height clearance may be confirmed with a spokenannouncement from the Tablet's integrated audio system. This camera mayalso be manually activated by selecting a tab icon on the Tablet'sdisplay screen.

In the example of FIG. 31, the SCD comprises a CCTV video camera C1mounted proximate a trailer hitch of the vehicle “V”. As the vehicleapproaches the trailer “T”, a distance sensor automatically activatesthe SCD camera C1 and displays a rearward viewing area in realtime tothe driver (or other use) on the Tablet display screen of Tablet 10.Alternatively, the SCD camera may be automatically activated uponmovement of the vehicle transmission into the reverse gear. AdditionalCCTV video cameras C2, C3 may be located inside the trailer and at arear of the trailer. Each camera may be selectively manually activatedby selecting a tab icon on the Tablet's display screen. Additional tabicons may be provided and selected to enable infrared viewing, toactivate a camera wash system, and to emit a reverse audio warning.

In the example of FIG. 32, the SCD comprises a CCTV video camera C1mounted proximate a trailer hitch of the vehicle “V”. As the vehicleapproaches a boat trailer “T”, a distance sensor automatically activatesthe SCD camera C1 and displays a rearward viewing area in realtime tothe driver (or other user) on the display screen of Tablet 10.Alternatively, the camera C1 may be automatically activated uponmovement of the vehicle transmission into the reverse gear. Additionalwaterproof IP-based cameras C2, C3 may be located at the front and rearof the boat trailer “T” to confirm that the boat “B” is properly loadedand secured on the trailer. Each camera C1, C2, C3 may be selectivelymanually activated by selecting a tab icon on the Tablet's displayscreen.

In the example of FIG. 33, multiple spaced-apart SCDs comprisingrespective waterproof IP-based video cameras C1, C2, C3, and C4 aremounted proximate the bow, stern, and port and starboard sides of awatercraft “W”. As the watercraft “W” approaches a dock or slip “D”, oneor more distance sensors automatically activate one or more of the SCDcameras C1-C4 and displays the associated viewing area in realtime tothe driver (or other user) on the display screen of Tablet 10. Eachcamera C1-C4 may also be selectively manually activated by selecting atab icon on the Tablet's display screen.

In the example of FIGS. 34, 35, 36, and 37, SCDs comprising respectivetemporary CCTV video cameras C1, C2 are located at each wing of anaircraft “A”. When the aircraft is “A” engaged by a tug or dolly “T”, atow sensor automatically activates the cameras and displays theirassociated viewing area in realtime to the tug or dolly operator (orother user) on the display screen of Tablet 10. Each camera C1, C2 mayalso be selectively manually activated by engaging a tab icon 91, 92 onthe Tablet's display screen. Additional SCDs comprising CCTV videocameras may be located in the cockpit, cabin, and cargo areas of theaircraft, and proximate the landing gear. These areas can be separatelyviewed by the flight crew on the Tablet's display screen by selectingrespective tab icons, as described above.

In the example of FIG. 38, the SCD comprises a CCTV video camera C1mounted proximate the rear bumper of a mining vehicle “V” (or otherconstruction vehicle). As the vehicle “V” approaches an obstacle “O ”, adistance sensor automatically activates the camera C1 and displays arearward viewing area in realtime to the driver (or other use) on thedisplay screen of Tablet 10. Alternatively, the SCD camera C1 may beautomatically activated upon movement of the vehicle transmission intothe reverse gear. The camera may also be selectively manually activatedby engaging a tab icon on the Tablet's display screen. Additional tabicons may be provided and selected to enable infrared viewing, toactivate a camera wash system, to activate a camera defrost system, andto activate a camera drying system.

In the example of FIG. 39, multiple SCDs comprising wireless IP camerasare strategically located within the interior of a passenger bus, andare operatively paired or synched with the driver's Tablet computer 10.The bus driver can auto-cycle the individual camera feeds atpredetermined intervals, or may select a touchscreen icon on his Tabletto display the video feed from any desired SCD. When driver stops toload and unload passengers, respective front and rear door open sensors(or switches) may automatically active certain SCD cameras therebyallowing the driver to readily view loading and unloading passengers tobe certain that doorway areas are cleared before closing.

Other Exemplary Implementations (Not Shown)

In addition to the examples above, the present method may be implementedin numerous other vehicle-related scenarios. For example, in the eventof a vehicle accident causing one or more air bags to deploy, an air bagsensor may trigger automatic activation of all SCD cameras mounted onthe vehicle to capture and record realtime data at the scene.

In another example, a fuel tank sensor may trigger automatic activationof an exterior SCD camera proximate the fuel tank. This camera may beused to verify and/or authorize vehicle refueling. The fueling processmay be viewed by a remote administrator in realtime on any web-enabledcomputer.

In yet another example, an engine starter sensor may trigger automaticactivation of an interior cabin SCD camera proximate the driver's seat.This camera may capture and record the driver's facial image, and mayincorporate facial recognition technology to verify and authorizevehicle operation. Once activated, the camera may be viewed by a remoteadministrator in realtime on any web-enabled computer.

In yet another example, sensors are located at the rear door of thevehicle trailer and are operatively paired with one or moretrailer-mounted SCD cameras. When the door is opened, the sensors causethe cameras to automatically activate and display their viewing area inrealtime on the user's Tablet display screen.

In other examples, the present disclosure may employ sensors connectedto the vehicle steering wheel, ABS braking system, speedometer, lights,and turn signals which selectively activate respective paired SCDcameras. The activated cameras automatically display their viewing areain realtime on the driver's Tablet display screen to facilitate vehicleoperation and maneuvering. Additionally, cameras located inside thevehicle cab may automatically activate and record any improper usage ofa cell phones, smartphone, Tablet, or other computing devices by thedriver while operating the vehicle.

In another exemplary implementation, video cameras may be strategicallyarranged at a vehicle dock location, and may automatically pair (viaWi-Fi or Bluetooth) with the driver's Tablet computer when the vehiclereverses towards the dock. The driver can then use the Tablet displayscreen to assist in maneuvering the vehicle.

Exemplary Maneuvers Utilizing Vehicle SCDs

FIGS. 40-43 demonstrate exemplary implementations of the presentdisclosure utilizing a plurality of SCDs mounted on tractor-trailervehicle. The exemplary SCDs comprise forward facing and/or rearwardfacing video cameras, as previously described. In FIG. 40, thetractor-trailer vehicle incorporates SCD cameras V6, V8 and V9—which arecollectively and individually viewable on a cab-integrated screen (ordriver Tablet) with touchscreen control panel. As shown in FIG. 44, thecab-integrated display screen may be located inside the cab to the rightof the steering wheel. SCD camera V6 is aimed as indicated at arrow tocapture a 90-degree forward-facing minimum view angle. SCD camera V8 isaimed as indicated at arrow to capture a 40 to 50-degree rearward-facingminimum view angle. Cameras V6 and V8 are mounted (e.g., intandem-oppositely directed) at an uppermost point of the vehicle'spassenger side mirror bracket. SCD camera V9 is located at a passengerside corner of the trailer, and may be aimed as indicated at arrow tocapture a 90-degree rearward-facing view angle. Alternatively, camera V9may be aimed as indicated by arrow to capture wider 120-degreerearward-facing view angle. The SCD cameras V6, V8, V9 are operativelylinked to the vehicle right turn signal, such that the camerasautomatically display on the cab-integrated screen when driver uses theturn signal to indicate a right lane change/merge maneuver.

As indicated in FIG. 41, the tractor-trailer vehicle incorporates SCDcameras V5, V7 and V10—which are collectively and individually viewableon the cab-integrated screen (or driver Tablet) with touchscreen controlpanel. As shown in FIG. 44, the display screen may be located inside thecab at a base of the driver side pillar and to the left of the steeringwheel. SCD camera V5 is aimed as indicated at arrow to capture a90-degree forward-facing minimum view angle. SCD camera V7 is aimed asindicated at arrow to capture a 40 to 50-degree rearward-facing minimumview angle. Cameras V5 and V7 are mounted (e.g., in tandem-oppositelydirected) at an uppermost point of the vehicle's driver side mirrorbracket. SCD camera V10 is located at a passenger side corner of thetrailer, and may be aimed as indicated at arrow to capture a 90-degreerearward-facing view angle. Alternatively, camera V10 may be aimed asindicated by arrow to capture wider 120-degree rearward-facing viewangle. The SCD cameras V5, V7, V10 are operatively linked to the vehicleleft turn signal, such that the cameras automatically display on thecab-integrated screen when driver uses the turn signal to indicate aleft lane change/merge maneuver.

In the example of FIG. 42, the tractor-trailer vehicle incorporates SCDcameras V2 and V4—which are collectively and individually viewable onthe cab-integrated screen (or driver Tablet) with touchscreen controlpanel. In this example, the display screen may be located inside the cabeither at a base of the driver side pillar and to the left of thesteering wheel, or to the right of the steering wheel. SCD camera V2 ismounted at an uppermost point of the vehicle's driver side mirrorbracket, and is aimed as indicated at arrow to capture a 120-degreeforward-facing minimum view angle. SCD camera V4 is mounted at anuppermost point of the vehicle's passenger side mirror bracket, and islikewise aimed as indicated at arrow to capture a 120-degreeforward-facing minimum view angle. The SCD cameras V2 and V4 areoperatively linked to the vehicle's transmission and/or ECM, such thatwhen the vehicle is in a low gear or moving slowly (e.g., less than 15mph) the cameras automatically display on the cab-integrated screen.

In the example of FIG. 43, the tractor-trailer vehicle incorporates SCDcameras V9, V10, and V17—which are collectively and individuallyviewable on the cab-integrated screen (or driver Tablet) withtouchscreen control panel. In this example, the display screen may belocated inside the cab either at a base of the driver side pillar and tothe left of the steering wheel, or to the right of the steering wheel.SCD cameras V9 and V10 are located at driver and passenger side cornersof the trailer, respectively, and may be aimed as indicated at arrows tocapture respective 120-degree rearward-facing view angles. SCD cameraV17 is centrally located at a top end of the trailer, and may be aimedas indicated at arrow to capture a 120-degree rearward-facing viewangle. The SCD cameras V9, V10 and V17 are operatively linked to thevehicle's transmission and/or ECM, such that when the vehicle is reversegear the cameras automatically display on the cab-integrated screen.

Digital Transfers Between Vehicle Tractor and Trailer

Referring to FIGS. 45 and 46, digital transfers between tractor andtrailer of the combination heavy-duty vehicle may occur via respectiveelectronic control modules (ECMs). The trailer ECM is located at a frontend of the trailer, and comprises an exposed (but weather protected)antenna. ECM functions as a collection point for digital trailer data,information and video signals. The tractor ECM is located on a back ofthe cab (or sleeper), and comprises an exposed weather-protected antennaarranged in line-of-sight with the trailer antenna.

FIG. 46 illustrates one example of a combination tractor-trailer vehicleequipped with 18 SCD cameras. Fender-mounted SCMs (as previouslydescribed) incorporate forward and rearward facing cameras 1, 2, 3, and4. Side-mounted SCMs (previously described) comprise forward andrearward facing cameras 5, 6, 7, and 8. Other SCD camera locationsinclude the rear trailer at opposite upper corners (cameras 9 and 10)facing rearward, the front trailer at opposite upper corners (cameras 11and 12), facing forward, the rear trailer at opposite upper corners(cameras 13 and 14) facing forward, the center of vehicle grill (camera15) facing forward, the center of the cab (camera 16) facing rearwardtoward 5th wheel, the center of the trailer (camera 17) facing rearwardtoward docking point, and the rear center of the trailer (camera 18)facing forward inside the trailer towards contents. The camera arecollectively and individually viewable on a cab-integrated screen (ordriver Tablet). In one example, the monitor may display a plan (orbird's eye) view of the entire combination vehicle with the variousfields-of-view “stitched together”, and automatically adjusting to showthe articulation angle between the tractor and trailer when turning.

Synching SCDs and Tablet Using Near Field Communication

Referring to FIGS. 47, 48, and 49, Near Field Communication (or “NFC”)may be utilized for wirelessly synching or “pairing” the driver's Tabletcomputer, SCD cameras and other electronics, and vehicle systems andsubsystems (via PLC signals). NFC is a set of standards for Tabletcomputers, smartphones, and similar computing devices to establish radiocommunication with each other by touching them together or bringing theminto close proximity, usually no more than a few centimeters. Asillustrated in the flow diagram of FIG. 47, the present disclosure mayutilize NFC and unpowered NFC chips (or “tags”) for synching thedriver's Tablet computer and the vehicle SCD cameras. In oneimplementation, NFC tags are located on each of the SCD cameras to bepaired with the Tablet, as demonstrated in FIG. 48. The driver first“touches” the Tablet to a particular NFC tag, as indicated at Block 100.This action automatically opens a suitable camera sync (CS) apppre-installed on the Tablet. The CS app reads a pairing code programmedinto the NFC tag, and then looks for available Bluetooth-enableddevices. The CS app uses the pairing code from the NFC tag to pair thelocated Tablet with the SCD camera. This completes the setup. Oncepaired, the Tablet computer, paired SCD camera, and vehicle communicatevia WiFi/Bluetooth, as demonstrated in FIG. 49, thereby allowing thedriver to see images and realtime video feed from the associated SCD.Alternatively, activation of a vehicle component or subsystem (such asthe trailer brake valve or other panel valve) can be used tosimultaneously power the connected tractor/trailer combination unit (viaSAE J318 and J1067) and complete the pairing process—an approachtransparent to the driver or user. NFC technology may also be used toautomatically adjust vehicle seats and mirrors according to desiredspecifications pre-programmed by the driver using his Tablet computer.

SCD Housing and Maintenance

Referring to FIGS. 50, 51 and 52, the exemplary SCDs may include variousmaintenance functions and systems designed for selectively cleaning,drying and/or heating a transparent protective surface of the exteriorhousing. As previously described, the SCD wash system may comprise afocused wash nozzle, fluid line, wash fluid reservoir, and electric pumpcontrolled by the driver via touchscreen icons on thewirelessly-connected Tablet. In locations with harsh environments andfreezing temperatures, the wash system may further comprise a heatedfluid option selected by the driver via touchscreen icon on the Tablet.The Tablet computer may further utilize gravity controls and wireless(Wi-Fi) communication for tilt adjusting the video camera within theprotective housing, such that tilting the Tablet simultaneously tiltsthe camera in the same direction.

Hybrid Sensory Communication Mirror (SCM) with Realtime Video Display

FIG. 53 illustrates a “hybrid” SCM comprising a rearview reflectivemember, forward and rearward facing video cameras, as previouslydescribed, and a video display capable of streaming realtime video feedsfrom one or both of the integrated cameras. The video display above thereflective member allows the driver to see a front view from Camera 1(CI), while simultaneously viewing images in the rearview reflectivemember adjacent the driver's side of the vehicle. The hybrid SCM videodisplay can be activated through voice commands received by Tabletmicrophone, thereby allowing the driver to maintain his focus andattention on the road. As shown in FIG. 54, touchscreen icons may alsobe provided on the driver's Tablet for enabling SCM features including(e.g.) defrost, wash, dry, anti-glare, infra-red for night vision, andorientation controls. In one embodiment, the reflective member and/orvideo cameras may be adjusted/oriented using gravity control software onthe Tablet. These and other features may be also be selectively enabledby voice activation or other means.

Alternative SCD: Aerodynamic SCM with Multi-Radius Reflective Member

Referring to FIGS. 55-71, alternative SCDs of the present disclosurecomprise aerodynamic situation communication mirrors (SCMs) 400, 410applicable use on heavy-duty vehicles 420. SCMs 400 are mounted to thevehicle body using conventional support structure (e.g., framing) andhardware on driver and passenger sides, while SCMs are mounted onrespective vehicle fenders in a related known manner at both driver andpassenger sides. In each case, the SCM comprises an aerodynamic housingand multi-radius reflective member.

Exemplary side-mounted SCMs 400 are illustrated in FIGS. 55-62—eachcomprising an aerodynamic housing and rearwardly facing multi-radiusreflective member 501. The side-mounted SCMs 400 cooperate to increasethe driver's view range (FOV) on both driver and passenger sides of thevehicle 420, and may be used alone or in combination with respectiveconventional 50 sq-in flat mirrors 502 shown in FIG. 56. The increasedpassenger side view (FOV1 and FOV2) relative to various TMC RP428 visiontargets is demonstrated in FIG. 57. In the exemplary SCM 400, the driverfield of view is increased using a multi-radius reflective member bestshown in FIGS. 58-62 comprising first, second, and third arcuatelydistinct reflective surface areas R1, R2 and R3, respectively, dividedby respective transition lines T1, T2, and T3. The first reflectivesurface area R1 is relatively large and generally rectangular, and has acurvature radius ranging from 500 to 3000 mm. In one example, the firstreflective surface area R1 is approximately 5×13 inches. The secondreflective surface area R2 is located at an outside margin of thereflective member 501, and is divided from the first area R1 by alongitudinal 0.75-inch wide reflective transition line T1. This surfacearea R2 is approximately 2 inches wide and 16 inches long. The curvatureradius of the second reflective surface area R2 is in the range of 300to 600 mm. The transition line T1 extends from a top of the reflectivemember 501 to the third reflective surface area R3. This reflectivesurface area R3 is formed at a bottom margin of the reflective member501, and has a curvature radius in the range of 200 to 400 mm. The thirdsurface area R3 is approximately 2 inches wide and 7.75 inches long. Thefirst and third surface areas R1, R3 are divided by a longitudinal0.75-inch wide reflective transition line T2 extending from an insideedge of reflective member 501 to the second reflective surface area R2.The second and third reflective surface areas R2, R3 are divided by ashort 0.75-in wide reflective diagonal transition line T3.

In an alternative SCM 400′ shown in FIGS. 63 and 64, the driver field ofview is increased using a multi-radius reflective member 501′ comprisingfirst, second, and third arcuately distinct reflective surface areas R1,R2, R3 divided by sharp (or less 0.25 inches wide) transition lines T1,T2. The first reflective surface area R1 is relatively large andgenerally rectangular, and has a curvature radius ranging from 500 to3000 mm. The second reflective surface area R2 is located at an outsidemargin of the reflective member 501′, and is divided from the first areaby a sharp longitudinal transition line T1. The curvature radius of thesecond reflective surface area R2 is in the range of 300 to 600 mm. Thetransition line extends from a top edge of the reflective member 501′ tothe bottom of the reflective member 501′. The third reflective surfacearea R3 is formed at a bottom margin of the reflective member 501′, andhas a curvature radius in the range of 200 to 400 mm. The first andthird surface areas R1, R3 are divided by a sharp longitudinaltransition line T2 extending from an inside edge of reflective member501′ to the second reflective surface area R2. The second and thirdreflective surface areas R2, R3 are likewise generally rectangular. Inthis embodiment, living hinges “H” (e.g., FIG. 64) may be provided atrespective transition lines T1, T2 to enable slight flexing of thereflective surface areas R1, R2, R3 relative to one another.

Exemplary fender-mounted SCMs 410 are illustrated in FIGS. 65-71—eachcomprising an aerodynamic housing and rearwardly facing multi-radiusreflective member 601. The fender-mounted SCM 410 cooperate to increasethe driver's view range (FOV) on both driver and passenger sides of thevehicle 420. The increased passenger side view (FOV1 and FOV2) relativeto various TMC RP428 vision targets is demonstrated in FIG. 66. In theexemplary SCM 410, the driver field of view is increased using amulti-radius reflective member 601 best shown in FIGS. 67-71 comprisingfirst, second, and third arcuately distinct reflective surface areas R1,R2, R3 divided by respective transition lines T1, T2, T3. The firstreflective surface area R1 is relatively large and generallyrectangular, and has a curvature radius ranging from 500 to 3000 mm. Inone example, the first reflective surface area R1 is approximately5.25×7.25 inches. The second reflective surface area R2 is located at anoutside margin of the reflective member 601, and is divided from thefirst area R1 by a longitudinal 0.75-inch wide transition line T1. Thissurface area R2 is approximately 2 inches wide and 8 inches long. Thecurvature radius of the second reflective surface area R2 is in therange of 300 to 600 mm. The transition line T1 extends from a top of thereflective member 601 to the third reflective surface area R3. Thisreflective surface area R3 is formed at a bottom margin of thereflective member 601, and has a curvature radius in the range of 200 to400 mm. The third surface area R3 is approximately 2 inches wide and10.0 inches long. The first and third surface areas R1, R3 are dividedby a longitudinal 0.75-inch wide transition line T2 extending from aninside edge of reflective member 601 to the second reflective surfacearea R2. The second and third reflective surface areas R2, R3 aredivided by a short 0.75-in wide diagonal transition line T3.

In each of the exemplary SCMs 400, 410 discussed above, the multi-radiusreflective member 501, 601 locates key visual areas in close proximity.The largest surface area of the reflective member provides a broad fieldof view (FOV) with relatively little visual distortion, and may be usedto observe the adjacent lane with increased coverage—balancing the broadFOV with image size needed for clarity of view (COV). The driver FOV maybe sufficient to capture 5 adjacent lane RP428 vision targets. Thesmaller radius surface area on the outside margin of the reflectivemember provides a wider FOV allowing detection of encroaching vehiclesor objectives, and is particularly useful to observe the rear trailerwheels when turning a corner (e.g., FOV may include 70-degree turn RP428vision target). The smaller radius surface area on the bottom margin ofthe reflective member provides an increased FOV towards the road surface(e.g.) less than 3 feet aft of the SCM.

The exact placement of the exemplary SCMs on the vehicle is optional andwith trade-offs. The forward mounted location of the fender SCMsprovides a greater FOV of the adjacent lane, but is farther from thedriver and therefore offers reduced COV. The typical location at theside of the vehicle is closer to the driver but reduces the adjacentlane FOV. The combination of both side and fender locations may comprisea preferred solution, allowing the driver to select an optimumreflective (mirror) view for a specific driving maneuver. The reflectivesurfaces of the SCMs may be constructed of a scratch-resistant plasticor glass substrate. Reflective surfaces areas of the driver side andpassenger side SCM are symmetrically opposite. In other words, in eachcase the longitudinal outside margin of the driver and passenger sidereflective member is the side margin farthest from the vehicle body.

Exemplary Mobile Apps

In further exemplary embodiments, the present disclosure comprises acomputer program product (e.g., mobile app) including programinstructions tangibly stored on a non-transitory computer-readablemedium and operable to cause the driver's Tablet (or other stand-aloneor integrated computing device) to communicate information, vehicledata, entertainment, and more. For example, the driver's Tablet maycomprise application software for enabling a dashboard-centric interfacewith tab icons for manually activating selected SCD video cameras, suchthat when the driver selects on a tab icon, realtime vehicle informationtransmitted by the video camera is output to the Tablet. The mobile appdefault setting may be video camera(s). Video cameras can also bedisplayed by driver request (voice activated when driving), or may bedisplayed automatically when the vehicle is in motion—the Tablet beingcapable of detecting movement of the vehicle.

According to another exemplary embodiment, the driver's Tablet maycomprise a radio/music app using WiFi or Bluetooth and transmittingthrough wireless speakers within the vehicle cabin. This app may bevoice-activated when the vehicle is moving, and allows the driver toselect music, weather, sports, talk radio, news, or the like.Alternatively, the driver can manually select from a variety oftouchscreen icon(s) when the vehicle is stopped. Within each category,the driver can create icons for various choices; or, for example, mightchoose to have a music service provider (e.g., Pandora) as a radiodefault with a preselected music preference. A wireless module on thesteering wheel can be used to change stations/categories and controlvolume. These can also be changed/adjusted by voice command.

According to another exemplary embodiment, the driver's Tablet mayfurther comprise a media entertainment app using WiFi or Bluetooth andtransmitting audio through wireless speakers within the vehicle cabin.The exemplary media entertainment app cannot be activated while thevehicle is in motion. The Tablet's motion sensor detects vehiclemovement and overrides ability to enable the app when driving. When atrest, the driver can select a movie through any available commercialservice (e.g., Netflix or Flixster) or watch television shows with Huluor other similar apps. Within each category, the driver can create iconsfor various choices and can manually select icons via the Tablet'stouchscreen interface, or choose icons through voice command.Volume/sound can also be adjusted by voice command if activated.

According to another exemplary embodiment, the Tablet may furthercomprise a video conferencing app using WiFi or Bluetooth andtransmitting audio through wireless speakers within the vehicle cabin.The exemplary video conferencing app cannot be activated while thevehicle is in motion. The Tablet's motion sensor detects vehiclemovement and overrides ability to enable the app when driving. When atrest, the driver can video call with Skype (or other related service) tocorporate office, home, or other location. This option can be voiceactivated for hands free communication while driving.

According to another exemplary embodiment, the Tablet may furthercomprise a GPS app which can be activated by manually selecting atouchscreen icon or through voice activation. The driver can input adesired route into the GPS app before starting his/her shift, and canperiodically check the route for inclement weather, road closures,construction, accidents, and the like. Alternate routes can be locatedthrough the GPS using voice activation while driving (hands freecommunication). The GPS app can interface with MapQuest, DOT roadwayinformation (weather/accidents), and local television traffic updates tonotify the driver of realtime conditions along the current route. TheGPS app can “speak” to the driver using Bluetooth and wireless speakerswithin the vehicle cab.

According to another exemplary embodiment, the Tablet may furthercomprise a weather app using WiFi or Bluetooth and transmitting audiothrough wireless speakers within the vehicle cabin. The weather app canbe voice activated when driving to get realtime audio updates onweather. The exemplary app may provide current weather conditions, a24-hour forecast, or a 5-day forecast. The driver may also retrieveweather updates for specific cities or locations along the route—allthrough voice activation. When the vehicle is stopped, the driver canselect icons manually.

According to another exemplary embodiment, the Tablet may furthercomprise a truck stop vacancy app which allows the driver to find aconvenient place to stop for the night, or through a required restperiod. The truck stop app can be accessed manually through the Tablet'stouchscreen icon or through voice activation. Future applications couldutilize sensors in truck stop parking areas that monitor if space isoccupied (similar to airport parking vacancy monitors, but locatedin-ground). If a travel stop is fully occupied, the app would display onthe map as not having parking available, and the driver would continueto next truck stop without losing time exiting and searching for aparking spot.

According to another exemplary embodiment, the Tablet may furthercomprise a road temperature app which allows the driver to obtain anaccurate reading of the road temperature while driving. The app can beenabled by the Tablet's touchscreen icon or through voice activation.This app is particularly useful for DOT/city snow maintenance trucks. Byknowing road surface temperature, drivers can better treat the roadways,potentially cutting costs as only those areas that are at or belowfreezing would need to be treated. Used in conjunction with the GPS appdiscussed above, real data can be captured as to roads/sections of roadsthat are most frequently treated. This may help in prioritizing thetreatment of certain roads by entering this data into GIS database. Thesystem could also be automated, so that when a road temperature readingdrops below 32 degrees F., magnesium chloride (or the like) isautomatically dispensed.

According to another exemplary embodiment, the Tablet may furthercomprise a tire pressure/temperature app which allows a driver to obtainan accurate reading of the PSI (pressure) and temperature of vehicletires while driving or at rest. This app can be selected manually viatouchscreen icon or through voice activation. By checking PSI andtemperature of tires on a regular basis, the driver may spot potentialproblems with tires and have them properly reconditioned or repaired.This app may save cost for the driver/trucking company, and wouldincrease highway safety by potentially reducing the occurrence tireblow-outs.

According to another exemplary embodiment, the Tablet may furthercomprise a brake temperature app which allows a driver to obtain anaccurate temperature of the brakes while driving or at rest, on both thetractor and the trailer. This app can be selected manually bytouchscreen icon or through voice activation. By checking thetemperature of brakes on a regular basis, the driver may prevent thebrakes from overheating and locking up. This is especially importantalong routes where trucks must descend steep grades. By knowing when thebrakes are starting to overheat, the driver can pull over quickly andallow the brakes to cool. This app may save cost for the driver/truckingcompany by decreasing downtime, and should also increase the safety ofhighways by reducing accidents caused by brake failure.

According to another exemplary embodiment, the Tablet may furthercomprise a fluid levels app which allow the driver to obtain an accuratereading of various fluid levels in the vehicle. This app can be selectedmanually by touchscreen icon or through voice activation. By checkingthe fluid levels on a regular basis, the driver may reduce vehiclebreakdowns and/or overheating. Knowing that fluid levels are fallingbelow established minimums, the driver can pull over and add more fluidsor have the vehicle serviced. This app will not only save cost for thedriver/trucking company by decreasing vehicle downtime, but may alsoincrease the safety of highways by reducing breakdowns in high trafficareas and narrow roadways with no shoulders.

According to another exemplary embodiment, the Tablet may furthercomprise a reefer interface app which will allow a driver to obtain anaccurate temperature of contents stored in the reefer tank. This app canbe selected manually by touchscreen icon or through voice activation. Bychecking the temperature of the reefer tank on a regular basis, thedriver may be able to prevent fluids (e.g., milk, orange juice, or thelike) from spoiling if the temperature becomes to warm or begins tofluctuate. Knowing when the reefer temperature reaches becomes eithertoo high or too low, the driver can pull over and have the reefercooling system checked. This app may save cost for the driver/truckingcompany by ensuring that the contents of the reefer are transported anddelivered at a safe temperature, thereby decreasing the risk ofspoilage.

According to another exemplary embodiment, the Tablet may furthercomprise a mileage app which will allow the driver to accurately recordmiles driven and the hours of rest for the mileage/rest log (as requiredfor all trucking vehicles). A motion sensor on the driver's Tabletautomatically records mileage—when vehicle movement begins and continuesuntil the vehicle stops. When the vehicle is at rest, the Tabletcomputes the minutes/hours the vehicle is not moving. The mobile apprecords all data for the driver to transmit back to the corporate officefor log keeping.

According to another exemplary embodiment, the Tablet may furthercomprise auto cycle app which allows the driver to choose a frequency atwhich apps are automatically checked (e.g., every 60 min, 2 hours,etc.). The auto cycle app will check all Tablet apps at predeterminedintervals and report to the driver, audibly, if there are any problemsthat he needs to be aware of, or if all systems are functioningproperly. This app allows the driver to focus on driving without theneed to remember when he last checked the systems, or if he checked allof the systems. The auto cycle would also be capable of generating areport, stating the time and day that the auto check occurred allowingthe report to be saved and/or sent directly to the corporate office forrecord keeping. In the event that auto check reports a problem (e.g.,brakes are overheating), the driver response time to get the systeminspected and fixed would also be recorded (i.e., time it takes driverto stop and time at rest allowing brakes to cool down).

According to another exemplary embodiment, the Tablet may furthercomprise an interior video app which allows the driver to view theinterior contents of the trailer, through infrared video, to makecertain that loads have not shifted while driving. This app can bechosen manually by touchscreen icon, or through voice activation.

For the purposes of describing and defining the present invention it isnoted that the use of relative terms, such as “substantially”,“generally”, “approximately”, and the like, are utilized herein torepresent an inherent degree of uncertainty that may be attributed toany quantitative comparison, value, measurement, or otherrepresentation. These terms are also utilized herein to represent thedegree by which a quantitative representation may vary from a statedreference without resulting in a change in the basic function of thesubject matter at issue.

Exemplary embodiments of the present invention are described above. Noelement, act, or instruction used in this description should beconstrued as important, necessary, critical, or essential to theinvention unless explicitly described as such. Although only a few ofthe exemplary embodiments have been described in detail herein, thoseskilled in the art will readily appreciate that many modifications arepossible in these exemplary embodiments without materially departingfrom the novel teachings and advantages of this invention. Accordingly,all such modifications are intended to be included within the scope ofthis invention as defined in the appended claims.

In the claims, any means-plus-function clauses are intended to cover thestructures described herein as performing the recited function and notonly structural equivalents, but also equivalent structures. Thus,although a nail and a screw may not be structural equivalents in that anail employs a cylindrical surface to secure wooden parts together,whereas a screw employs a helical surface, in the environment offastening wooden parts, a nail and a screw may be equivalent structures.Unless the exact language “means for” (performing a particular functionor step) is recited in the claims, a construction under §112, 6thparagraph is not intended. Additionally, it is not intended that thescope of patent protection afforded the present invention be defined byreading into any claim a limitation found herein that does notexplicitly appear in the claim itself.

What is claimed:
 1. A situation communication mirror adapted formounting to a transportation vehicle, said situation communicationmirror comprising: a rearward facing reflective member comprising atleast three integrally-formed and arcuately distinct reflective surfaceareas; the first reflective surface area having a relatively slightcurvature defining a relatively focused driver field of view, andwherein the first reflective surface area extends from a top edge ofsaid reflective member towards a bottom edge of said reflective member,and from an inside edge of said reflective member towards an outsideedge of said reflective member; the second and third reflective surfaceareas each having an increased curvature as compared to the firstsurface area, and respectively defining wider driver fields of view,wherein the second reflective surface area comprises a longitudinaloutside margin of said reflective member opposite the first reflectivesurface area, and extends from the top edge of said reflective membertowards the bottom edge of said reflective member, and wherein the thirdreflective surface area comprises a longitudinal bottom margin of saidreflective member, and extends from an inside edge of said reflectivemember towards an outside edge of said reflective member; and first,second, and third reflective elongated transition zones adjacentrespective first, second, and third reflective surface areas, eachtransition zone having a degree of curvature intermediate the slightcurvature of the first reflective surface area and the increasedcurvature of the second and third reflective surface areas, and saidtransition zones dividing the first, second, and third reflectivesurface areas and defining a visual transition between the relativelyfocused driver field of view provided by the first reflective surfacearea and the wider driver fields of view provided by the second andthird reflective surface areas, and wherein the first transition zoneextends longitudinally adjacent and between the first and secondreflective surface areas, and has a width dimension greater than 20% ofa width of said second reflective surface area, and wherein the secondtransition zone extends longitudinally adjacent and between the firstand third reflective surface areas, and has a width dimension greaterthan 20% of a width of said third reflective surface area, and whereinthe third transition zone extends diagonally adjacent and between thesecond and third reflective surface areas, and has a width dimensionequal to the width dimension of said first and second transition zones.2. A situation communication mirror according to claim 1, wherein saidfirst reflective surface area is greater in dimension than said secondand third reflective surface areas.
 3. A situation communication mirroraccording to claim 1, wherein said first reflective surface area has acurvature radius in the range of 500 to 3000 mm.
 4. A situationcommunication mirror according to claim 1, wherein said secondreflective surface area has a curvature radius in the range of 300 to600 mm.
 5. A situation communication mirror according to claim 1,wherein said third reflective surface area has a curvature radius in therange of 200-400.
 6. In combination with a transportation vehicle, asituation communication mirror mounted to the vehicle and comprising: arearward facing reflective member comprising at least threeintegrally-formed and arcuately distinct reflective surface areas; thefirst reflective surface area having a relatively slight curvaturedefining a relatively focused driver field of view, and wherein thefirst reflective surface area extends from a top edge of said reflectivemember towards a bottom edge of said reflective member, and from aninside edge of said reflective member towards an outside edge of saidreflective member; the second and third reflective surface areas eachhaving an increased curvature as compared to the first surface area, andrespectively defining wider driver fields of view, wherein the secondreflective surface area comprises a longitudinal outside margin of saidreflective member opposite the first reflective surface area, andextends from the top edge of said reflective member towards the bottomedge of said reflective member, and wherein the third reflective surfacearea comprises a longitudinal bottom margin of said reflective member,and extends from an inside edge of said reflective member towards anoutside edge of said reflective member; and first, second, and thirdreflective elongated transition zones adjacent respective first, second,and third reflective surface areas, each transition zone having a degreeof curvature intermediate the slight curvature of the first reflectivesurface area and the increased curvature of the second and thirdreflective surface areas, and said transition zones dividing the first,second, and third reflective surface areas and defining a visualtransition between the relatively focused driver field of view providedby the first reflective surface area and the wider driver fields of viewprovided by the second and third reflective surface areas, and whereinthe first transition zone extends longitudinally adjacent and betweenthe first and second reflective surface areas, and has a width dimensiongreater than 20% of a width of said second reflective surface area, andwherein the second transition zone extends longitudinally adjacent andbetween the first and third reflective surface areas, and has a widthdimension greater than 20% of a width of said third reflective surfacearea, and wherein the third transition zone extends diagonally adjacentand between the second and third reflective surface areas and has awidth dimension equal to the width dimension of said first and secondtransition zones.
 7. A combination according to claim 6, wherein saidfirst reflective surface area is greater in dimension than said secondand third reflective surface areas.
 8. A combination according to claim6, wherein said first reflective surface area has a curvature radius inthe range of 500 to 3000 mm.
 9. A combination according to claim 6,wherein said second reflective surface area has a curvature radius inthe range of 300 to 600 mm.
 10. A combination according to claim 6,wherein said third reflective surface area has a curvature radius in therange of 200-400.
 11. A combination according to claim 6, wherein saidsituation communication mirror is mounted to a body of the vehicleadjacent at least one of the driver and passenger side doors.
 12. Acombination according to claim 6, wherein said situation communicationmirror is mounted to a body of the vehicle adjacent at least one of thedriver and passenger side fenders.